Rocket engine



E. CJHTERv/N ROCKET ENGINE May Filed Sept. 29, 1937 4 Sheets-Sheet l QN nu@ m!! l r TQ/VEST 4CH v m @w INVENTFQ. BY

A TTORNEYA N A M R E T H C A E ROCKET ENGINE 4 sheets-sheet 2 Filed sept. 29, 1957 EEA/5s 7' ACH faQ/WAN.

INVENTOR.

ATTORNEYS.

` E, AcHTx-:RMAN

May 1,9, 1942.

ROCKET ENGINE Filed Sept. 2?, 1957 4 Sheets-Sheet 3 INVENT OR.

ATTORNEYS.

[PA/57 'ACHTf/QMA/V E. ACHTERMAN May 19, 1942.

2 ROCKET ENGINE Filed sept. 29, y1937 4 Sheets-smet 4 ATTORNEYS.

Patented May 19, 1942 UNITED STATES PATE ROCKET wam i f Ernest Achterman, WestiieldfNrJ.,` assignorV tol u Ernest Frank Achterman, Westfield, N. J.

Application September 29, 1937, Serial No. 166,290

(Cl. Gil-35.6) f

4 claims.

Another feature of the invention is .to provide.

an internal combustion engine for airplanes which makes use of the combined explosive force, l

the force of the exhaust gases, as well as the rotary force of a propeller driven thereby, to produce a single forward propelling force, and which harnessingof these forces eiectsa saving in fuel which otherwise would be required to obtain a like lforce of propelling power.

Another feature of the inventionisthe provision of an internal combustion engine .which receives a predetermined charge of'water within the combustion chamber with each charge of combustible fuel to prevent excessive heating of the engine, the said water to be transformed into steam b y reason of the intense heat of the combustion chamber, and the expansion forceof the confined steam cooperates with the other combined propelling forces to increase the power thereof.

. A further feature of the invention is the provision of an internal combustion engine which makes use of a proportionate mixture of liquid oxygen'and gasoline individually and alternately introduced into a combustion chamber for explosion therein.

A still further feature of the invention is-the provision of an internal combustion engine having a relatively few working parts by reason of the elimination of the vusual electrical ignition system, reciprocating pistons, carburetor and like parts so vital to the operation of the usual combustion engine.

A still further feature is to provide in an engine of the kind heretofore` mentioned, a novel control mechanism for predeterminedly controlling the sequential introduction of the liquid explosive components to the combustion chamber.

With thesev and other objects in view, the inl vention further resides in the novel details of construction, combination and arrangement of parts,

'the essential features ofl which are hereinafter fully described in the following specification, and particularly pointed out in the appended claims, and illustrated in the accompanying drawings, in which:

Figure 1 is a side elevational view of a single combustion chamber type engine constructed in accordance with my invention.

Figure 2 is a front elevational view.

Figure 3 is an enlarged vertical longitudinal sectional viewon the line 3 3 of Figure 2.

Figure 4 is a fragmentary'vertical transverse sectional view on the line #+4` of Figure 3.

Figure 5 ls an enlarged detail kvertical transverse sectional view through one of the" ontrol valves. f Figure 6 is afragmentary detail perspectiveV view of the valve actuating cam and its relative operating position withl one of the valve members. "Figure 'Tis a detail horizontal sectional View illustrating the use o1' vran auxiliary regulating device associated with the gasoline control valve.

Figure 8 is a vertical 1 viewrwith part in side elevation of'a multi-'cylim der rocket engine.

Figure 9 is `affront elevational view ofthe en'- gine shown in Figure 8.

Figure 10 is a vertical transverse sectionalview on the'line I0-I0 of Figure 8.

Figure 11 is an enlarged detail vertical sectional view on the line II-II of Figure 10.

Figure 12` is a perspective View of a multiple unit engine for use upon aircraft of the helicopter type. Y i

Figure `13 is a detail sectional perspective view of the friction drive wheel.

vReferring to the drawings by reference characters and at present to the form of my invention shown in Figures 1 to` 6 of the drawings, the numeral I0 designates my rocket type engine in its entirety. VThe engine I0 includes a substantially bullet 'shaped cylindrical casing II having a forwardly tapering head end I2 and a reduced tail end I3. The engine I 0 is adapted to be rigidly supported in a horizontal position-but it is not believed necessary to illustrate and describe any particularv support or anchorage, for

any conventional structure may be'resorted to. The interior of the casing II constitutes a K combustion chamber I4 and provided at the tail therebetween. "'The'bearing collar 20 is integral with thetail end .ofthe casing "nipple'l is abearing collar I1.

end of the'casing centrally A'of the longitudinal I axis thereof is anrestricted exhaust nipple I5 deilning an` exhaust outlet I6 at the rear end of Formed integral the combustion chamber I4.

and disposed in respect to the The front end of an exhaust tube-y I8freely telescopes the nipple I5 and is rotatably supported by the bearing collar Il with anti-friction ball bearing means I9 concentricf'spaced relation" Awith therebetween. Therear end of the exhaust tube` lI8 is rotatably supported by a'bearin'g collar 20 havingy anti-friction ball bearing means 2I withrearwardly extending arms-"22, the latter being integral with the rear end of the casing III.. 'I'he extreme frear end of the exhaust tube I8 has -van'airplane propeller 23 of the pusher type ilxed thereto.

Fixed within and o y extending longitudinally within the exhaust tube 1ongmxdma-1` sectional I8 is a spiral fin or longi- 2 tudinal partition wall 53 which is acted upon by the force of combustion and exhaust gases in the escape of the latter from the combustion chamber I4.

Opening radially into the front end of the combustion chamber I4 through the walls of the casing II is a gasoline fuel inlet orifice 24, a liquid oxygen inlet orifice 25, and a water inlet orifice 26. The flow of liquids through the o'rifices 24, 25 and 26 is controlled by valvesv 21, 28,

and 28 respectively. Pipes 30, 3I, `and 32 lead from one side of the valves 21, 28, and 29 respectively, to sources of supply of gasoline, liquid oxygen, and water, the feed from the sources of supply being under pressure or by gravitational flow. i.

The valves 21, 28, and,29 are `of identical construction and a description of one will suiilce for the others. Each control valve includes a radially disposed boss 33 formed integral with the head end I2 of the casing II and extending inwardly from the `front side of the boss is a recess 34 closed by an outer count'ersunk plate 35. The longitudinal axis of the recess is at `right angle to the inlet orifice with which it is associated and slidably disposed therein is a cylindrical valve member 36 having a transversely disposedrpassage 31 therein. Formed integral with the front end of the 38 which is square in cross section and which slidably extends through a square opening 3B in the plate 35. An expansion yspring 40 has one of its ends disposed against the inner end wall of the recess the valve member forwardly to position the passage 31 forwardly of and out of registration with the inlet orifice. Outward movement of the valve member 36 is limited by engagement of the front end of the same with stem 38 projects'forwardly a to dispose the rounded outer end 4Iwthereoi` in the path of rotation of `an actuating cam presently to be described.' The rounded ends 4I of the stems 38 of all disposed on the same circumferential vplane to be successively engaged by the actuating cam..

Extending forwardly from the front. head end I2 of the casing and in axial alinement with the axis of the casing is a rigid stub shaft 42 and.

rotatably mounted thereon is a cam carrier gear 43. The front side of the carrier gear 43 carries a nose cap 44 which conceals the end of the stub shaft 42 and gear` for moving the valve members 3,6 inwardly against the action of the springs 40 to cause a momentary registration of the passages 31 with the respective inlet orifices.

valve member 36 is a stem 34 and acts to normally urge,

the plate 35. The` sufficient distance the valves 21,28, and 29 are aasaaes tion may be transmitted from the driven rotatable exhaust tube I8, through the medium of the meshing gears 58 and 49, shaft 41, gear 5I, to the gear 43. Whereas, I have shown certain gear ratios for the transmission of power from they driven rotatable exhaust tube to the gear 43 which carries the valve actuating cam 46, I do not wish to limit myself thereto for the drawings are. merely illustrative of the principles involved in the invention. l

The water supply pipe 32 is provided with a hand operated valve 52 along the length thereof within reach of an operator of the engine, for it is not intended that water be introduced into the combustion chamber until after the engine has become sufficiently heated as to transform the injected water into steam immediately upon its entry into the combustion chamber I4.

Assume that the supply of water through the water supply pipe 32 is shut off by closing the valve 52 and it is desired to start the engine. Initial rotation is imparted to the rotatable exhaust ltube I8 by means of an engine starting `mechanism (not shown) or by manually graspsuccessively engages the valve stems 38 of the,

valves 21 and 28, predetermined quantities of liquid gasoline and liquid` oxygen are admitted to the combustion chamber I4 through the rethe fastening means 45 by i which the gear is rotatablyheld on said shaft.`

Extending parallel to the axis of the casing II and exteriorly thereof is a shaft 41` mounted in p spaced bearings 48-48 integral with and disposed fore and aft of said casing. Whereas I have shown the shaft 41 as being disposedat the top of the casing, it may be located at the bottom or any other radial position with respect to the axis `of the casing. Fixed to the rear end of the shaft 41 is a gear 49 meshing with a drive gear 50 which is xedly mounted on the rotatable exhaust tube I8. The front end of the shaft 41 carries a pinion gear 5I .mesh with the cam carrier gear 43, thus rotawhich has constant' ward propelling force spective orifices 24 and 25 respectively. It is to be understood that prior to the feeding of the liquid fuel to the combustion chamber, that the same is pre-heated to ignition temperature. The presence of these confined liquids in the combustion chamber I4 produces an explosive reaction by reason of the liquid oxygen entering the heated combustion chamber and combining with the gasoline, the force of theexplosion reacts upon the closed front head end of the casing to exert a forward propelling impulse thereto, while the rearward force of the explosion acts upon the screw or spiral blade 53 together with the force of the exhaust gases of combustion during their escape from the combustion chamber through the exhaust tube I8 toimpart rotational power to the rotatable exhaust tube I8. When the engine is operating after initial starting of the same, the propeller 23being carried by the driven rotatable exhaust tube also acts to exert a forl to the engine I0 and to any movable device such as an airplane on which the engine is mounted. When the combustion chamber becomes sufficiently heated by the explosion of the liquid oxygen and gasoline, the operator may turn on the valve`52 and on each revolution ofthe cam 46, the said cam will momentarily actuate the water control valve 28 and admit a predetermined amount of water to the combustion chamber I4 to cool the same. Due to the intense heat within the combustion chamber, the intermittent introduction of water thereto will cause the water to be transformed into steam and the accumulation and expansive action thereof will also act upon the walls of the spiral partition 53 and exert a rotative force thereto.

From the foregoing description it will be understoodv that use is made of the explosive forces, forces of the exhaust gases of combustion in their escape from the combustion chamber, and forces of steam expansion for rotating the exhaust tube I8, and with the propeller l23 mounted on the exhaust tube, there is a concentration of the forces in a forward propelling direction, thus producing an engine highly etiicient for propelling airplanes, ying boats, vand other like forwardly propelled craft. i

v In Figure 7 of the drawings, I have illustrated an auxiliary gasoline control valve associated with the gasoline supplyvalve 21. Formed in the boss 33 andy disposed at right angle to and in communication with' the inlet orifice 241s a recess 54 in which a slide valve member is mounted. The slide valve member 55 is movable to a position to'fully or partially shut oi'f the flow of gasoline through the orifice 24 and the actuating means therefor includes a cylinder 58 having a reciprocatory pistonv 51 therein and which is connected to thev valve member 55. Compressed air tubes 58-53 enter the cylinder at opposite sides of the piston 51 and by manually controlling the diderential of air pressure upon opposite sides of the piston, the relative position of the slide valve member may be changed with respect to the orifice 24 tc regulate. l

the flow of liquid fuel therethrough. The tubes 58-58 may be connected to a compressed air tank 85 and three-Way control valves 86-86 are arranged in the length of the tubes toadmit and bleed air from opposite sides of the piston.l

having four combustion chambers II arranged in radial arrangement about a common axis, the

' chambers 6| being in opposed pairs. The chambers 6I 'have rear restricted exhaust outlets 82 which open into a common exhaust nipple 63.

'The rear construction and assembly beyond the nipple 63 is the same as that illustrated in Figures 1 to 6 of the drawings and like reference characters refer to similar parts, thus the rotatable exhaust tube I8 receives theexhaust gases from a plurality of combustion chambers 8| instead of a single chamber as shown in Figures 1 to 6 inclusive.

The means for introducing gasoline, liquid oxygen and water to the respective combustion chambers 6 I is similar tov that heretofore described with the exception that the gasoline `control valves 24', liquid oxygen control valves 25', and water control valves 26' are arranged on different circumferential planes with respect to the central longitudinal axis of thev casing 68. The valves 24', 25 and 26 for each combustion chamber are on the same circumferential plane with respect to the longitudinal axis of the combustion chamberv as best seen in Figure 10.

Extending forwardly from' the front head end of the casing in alinement with the longitudinal axis thereof is a stub shaft 64 on which a driven friction wheel 55.13 rotatably mounted.

The rear face of the friction wheel 65 is provided with threecams- 24a,25a, and 26a, which 'are respectively disposed on the same circumferential planes as the valve stems of the respective valves 24', 25', and 26', so asto successively open the valves to admit the predetermined' quantities of gasoline, liquid oxygen, and water into the respective combustion chambers 6I. 'I'he valves 24', 25', and 26' are identical with the construction of the valves 24, 25,` and 26, and a specific explanation of the same is not deemed necessary.

` 'l 30 In Figures 8 to l1 inclusive I have illustrated' lfixed to the rear endv of a shaft shaft may also be mounted in In view of the use of a friction drivecam carrier wheel 65, I employ throughout this form of my invention a friction drive from the driven rotatable exhaust tube I8.` The tube IH-in this instance has a friction drive wheel 66fixed thereon which engages the periphery of a wheel 61 68 extending fore and aft of the casing 60 and journaled in bearings 69. The front end of the shaft 68 carries a friction wheel 1Ilvin driving engagement with the periphery of .the'wheel 65. In this form of the invention I employ a friction drive transmission from the rotatableexhaust tube I8 to the cam carrier wheel instead of by the use of meshing gears as shown anddescribed in the preced V transmitting their entire propelling` forces to asingle driven propeller shaft, the'head endsof the engine units facing upwardly and the tail vends downwardly. The multiple engine 1I is designed for use upon airplanes of the helicopter type, for all forces produced by the operation of ythe engine are upward. f i

The multiple engine 1I includes four engine units 12` arranged in radial arrangement with their head ends' up and their tailxends down..

The units 12 are substantially identical to the engine I0 and it is therefore `believed `only necessary to describe the .different features.V

which are present therein.

The rotatable exhaust tubes'IB have their lower ends journaled in the arms ofa cross shaped bearing member 13 and have friction wheels 14 fixed thereto. Also journaledA in the bearing member 13 and disposed centrally of the group of engine units is a propeller shaft 15 and the peripheries of the friction wheels 14 engage the peripheryof a friction wheel 16 fixed to the propeller shaft 15. VThe upper portionof the propeller bearings and the v top end of the samecarries a lifting propeller 11.

' The top ends ofthe casings of the engine units 12 have friction cam carrying wheels 43 which are identical in function to the gears 43 heretofore described for successively operating the gasoline, liquid oxygen, and water control valves 21b,

28h, and 29h, which are `thesame as the valves 21, 28, and 29.. 'I'he friction wheels 43' have frictional engagement with the periphery of the friction wheel 18 fixed to the propeller shaft 15.

`In the arrangement shown in Figure I12, it will be seen that the propelling forces set upy bythe engine are directed. upwardly and that'power is transmitted to the propeller shaft 15 from Ythe plurality of Individually driven rotatable ex- I8'. Also, the camcarrier wheels 43 which control the operation of the liquid con. trol valves receive their rotative power from the common friction wheel 18.

f In the form of the invention shown inFigures 8 to12 inclusive, I have resorted to the use of friction drive wheels instead of. gearsand in Figure-13 I have illustrated in detail thecon-.

struction of the periphery or tread of such type of friction wheel. Each friction wheel includes a disk body 19 which is provided with an integral reduced peripheral flange 80. Bolted or otherl wise secured to the body 19 and arranged in opposed relation with respect to the flange isa flat ring` 8|. Clamped between'thering 8I and flange 80 are the free edge portions 82 of a folded friction shoe 83, the looped'folded portion of the shoe projecting beyond the periphery of the flange 80 and ring 8l and constituting the friction thread portion. The friction shoe 83 issimilar in design and construction to an automobile shoe and may be constructed of rubber, or rubber and fabric. During rotation of the wheel body 19, the centrifugal. force will act to distend the shoe 83 outwardly into positive frictional driving engagement with the tread of a similar shoe of a friction wheel similarly constructed.

Whereas I have specifically mentioned the use of gasoline as a fuel for my engine, I wish it to be understood thatI other more powerful oils may be used in lieu thereof if found economically feasible. An engine operating independently of air will be found practical for use on airplanes traveling in the thin air of the stratosphere' as well as under water. Furthermore, while all engine units herein shown and described are primarily designed for airplane use, the same may also be used as a marine engine.

While I have shown and described what I consider to be 'the preferred embodiments of my invention, it will be understood that such changes and alterations as come within the scope of the appended claimsmay be resorted to if desired.

Having thus described the invention, what I claim as new and desire to secure by Letters Patent of the United States, is:

1. An engine comprising Vin combination, an elongated casing having a head end and a tail end, a combustion chamber within said casing, an exhaust outlet in the tail end of the casing axially thereof and in open communication with said combustion chamber, a combustible liquid fuel inlet and a liquid oxygen inlet in the head end of the casing opening into said combustion chamber, a slide valve for said liquid fuel inlet for controlling the flow of liquid fuel into said combustion chamber, a slide valve for said liquid oxygen inlet, each of said slide valves including a reciprocable valve stem, a spring acting to hold each slide valve in closed position, the. valve stems being disposed within the same circumferential plane with respect to the longitudinal axis of said casing, a cam carrier wheel rotatably mounted 'atthe head end of said casing axially thereof, a cam provided on the rear face of said carrier `wheel and successively engageable with the valvelstems of said slide valves to actu- `ate the same to open position against the action of the springs during rotation of said carrier wheel to admit liquid fuel and oxygen into said combustion chamber, and means driven by the resultant forces produced by the explosion of the liquid fuel and liquid oxygen within said combustion chamber for imparting rotation to said carrier wheel during operation of the engine, said means including an exhaust tube of uniform diameter having its inner end rotatably connected to the exhaust outlet, and a spiral partition fixed within the exhaust tube and extending lengthwise thereof. f

2. An engine comprising in combination, an elongated casing having a head end and a tail end, a plurality of combustion chambers within said casing and arranged radially around the axis thereof, each chamber having a restricted gas outlet at the tail end thereof, an exhaust outlet at the tail end of the casing axially thereof connected to the restricted gas outlets of said combustion chambers, a rotatable exhaust tube journalled at the tail end of the casing axially thereof and having its inner end connected to said exhaust outlet, an elongated spiral partition xed within said exhaust tube and disposed lengthwise thereof, fuel inlets at the head end of said casing for admitting fuel to the respective chambers, valve means at the head end of said casing for intermittently controlling the passage of fuel through said fuel inlets, and valve actuating means operatively connected to and drivenA by said exhaust tube for intermittently controlling the actuation of said valve means when said exhaust tube is rotated by the direct forces of combustion within said combustion chamber combined with the forces of the expanded exhaust gases of combustion acting upon said spiral partition.

3. In an engine,`an elongated casing having a head end and a tail end, a plurality of combustion chambers arranged within and disposed about the longitudinal axis of said casing, each combustion chamber having an oxygen inlet and a liquid combustible fuel inlet radially ar ranged at the head end of said casing for admitting explosive components into a combustion chamber, control valves for the respective oxygen and fuel inlets 4of each combustion chamber, each of said control valves having a valve stem, the valve stems of the control valves of the oxygen inlets and those of the fuel inlets being disposed on different circumferential planes with respect to the longitudinal axis of said casing, a stub shaft mounted in the head end of the casing having its axis concentric to the longitudinal axis of said casing, a driven diskrotatable on said stub shaft, cams on the Y inner face of said disk equal in number to the number of control valves associated with each chamber and being disposed in the same respective circumferential planes as the valve stems for engagement therewith during rotation of said disk, a common exhaust outlet axially of the casing at the tail end thereof having communication with all of the chambers, a rotatable cylinder having one end connected to said outlet, a spiral partition flxed within said cylinder against which the forces of combustion and the expanding gases therefrom act to impart rota tion to said cylinder, and a rotating drive connection between said cylinder and said driven disk for imparting rotation thereto.

4. In an engine, an elonga'ted casing having a head end and a tail end, an elongated combustion chamber within said casing extending from the head end to the tail end thereof,` fuel 'inlets provided at the head end of said chamber, a gas exhaust outlet at the tail end of the casing axially thereof, a restricted outlet passage connecting the chamber with said gas exhaust outlet, a bearing surrounding the exhaust outlet, a rotatable tube of uniform diameter having its inner end mounted' in said bearing to connect the same to the exhaust outlet, a bearing arm connected to the tail end of said casing extending therebeyond, a bearing carried by the outer end of the arm in axial alinement with the first named bearing, the outer end of said tube being rotatably mounted in said second mentioned bearing, a Atwisted blade member within said tube and extending lengthwise thereof to provide a spiral passage within the tube, whereby explosive forces from the combustion chamber combined with the expanded exhaust gases therefrom forcibly act upon the spiral blade member to impart driving rotation to the tube, and power take-off means connected to said tube.

ERNEST ACHTERMAN. 

